Locomotive



LOCOMOTIVE H. s. VINCENT.

Filed April. 26, 1924 July 7, 1925.

WMI 1 Fatented July 7, was. 1

HARRY S. VINCENT,

0F 'RIDGE'WOOD, NEW JERSEY, ASSIGNORI T0 "ERANKLBIN RAIL WAY SUPILY COMPANY, A COBEURATIDN GEE DELAWARE.

Looono 'rrvn 3 Application filed April 26, 1924. Serial No. ifitwl l.

T 0 all whom it may concern:

Be it known that I, HARRY S. VnvonN'r, a citizen of the United States, residing at Ridgewood, in the county of Bergen and State of New Jersey, have invented certain new and n'set'ul Improvements in Locorno tives, of which the following is a specification.

This invention relates to locomotives and its nature, objects and advantages will be best understood from the following:

One of the principal objects of this invention is to provide a locomotive which will carry increased tonnage over the division at speed (say at 30 miles per hour in freight service); This cannot he done by glorify in so to speak, the present locomotive for the reason that the existing bridges impose a definite limitation of the Weight of the: locomotive.

To meet this condition I propose to overpower the locomotive either by stepping up the boilerpressure or increasing the size of c linders over What is standard for the particnlar class of locomotive, or both. The 10- comotive, therefore, has an appreciably lower "factor of adhesion than normal for the particular class, inWv hich connection locomotive design has become so crystallized that the factor of adhesion for any given type of locomotive is well determined and defined and varies but very slightly.

Such a locomotive because of its ability to develop a tractive effort in excess of the limits of Weight adhesion is slippery and could not be started under the loads which it is contemplated the locomotive shall draw.

To meet this condition, I propose to so operate the locomotive in starting that the trac'tive eiiort exerted is reduced to the point where tractive effort bears a practirahle relation to adhesive Weight, i. e., reduced to the point where the locomotive is not a slip i-ery one.

However, the locomotive then will. he able to start only the load which an engine having a normal factor of adhesion could start, -and would not be able to start the increased t image which it is expected to carry over the division at speed.

To meet'this condition l apply an auxiliary motor to normally idle wheels such as the tender or trailer truck Wheels which, though smaller than theclrivcrs, have a very high factor of adhesion and will therefore materially supplement the tractive effort exerted by the locomotive in starting, producing a total draw liar pull siiilicient tov start the increased tonnage which the locomotive itself will later carry at speed.

How the foregoing, together with such other objects and advantages as may herein.- afterappear or are incident to my invention, are obtained, is panying drawings in diagrammatic character.

The figure is a diagrammatic side elevation of a locomotive embodying my improvements.

As above pointed out, in carrying out my invention, I intentionally design the locomotive to have a low factor of adhesion, materially lower than standard for the particular class of locomotive. I prefer to bring this about by increasing the boiler pressure materially above What would be standard for the given type oi": locomotive, for reasons which will appear hereinafter. The locomotive, therefore, will exert greater tractive effort in relation to adhesive Weight than is normal for the particular type of locomotive, ancl'will be capable of sustaining a greater train in motion at speed, and will be susceptible of being operated at shorter cut-oils than would he standard for the particular class of locomotive, as a resultof which it is economical in steam consumption at speed.

To overcome the slipperiness in starting, I propose to reduce the tra'ctive efiort which the locomotive is capalile of exerting in starting, to an extent such that the tractive eiiort hears a practicable relation to the adillustrated in the accomhesive. weight of the locomotive by provrding the locomotive with a limited maximum cut-off. Urdinarily a locomotive has a 90% maximum cut-oil and I. prefer to operate in the neighborhood of a 50% or 50% maximum cutoff. In any event, the cut-off should he limited to a maximum such that h the tractive eiiort which the locomotive is cupahle of developing in starting will not exceed the limit of adhesion.

In the drawing, I have diagrammatically illustrated a reverse lever and power reverse gear for operating the usual valve motion. (not shown.) of the locomotive, the reverse lever quadrant having a stop Y which limits hence lzhe locomotive is not lhe forward lllUYFll'lQlli of he rorerso lever and ihus fixes the perconiago of maximum ln order-lo get slmm ini'o lhe cylinders of the main engines to ini tiato starting. any sniiahlo arrangeuieniz. sueh v or example as ihat shown in tho Kivsol lnioni; #L30'L82l. ln eccohlanve with this starfiiup; is reduced ahnosi; insiaulvaneonsly after the opening" or". the throltle {Llltl the entry of steam into the main cylinders, and slippery and has, so to'speak, a normal factor of adhesion in this insiance l have shown the trailer wheels equipped with the auxiliary motor or booster device 8, such motor serving to *(ll'lVfi such normally idle heels to aid the main locomotive in starting the train and maintaining it in motion at slow speed. In addition to the functions already pointed out, there is a} decidedly advantageous relation between the limiiell ma'xin'uun cut-oil and the booster for .the reason that with such a limited maximum cut-oil the engineman is not required to ope'a'le with theiihrottle choked so as to avoid slipping; oi": the main driversv Thehoosterinofor is operated With steam from the holler and hence, when 'the engineman chokes his i'hrottle to prevent slippage of the main drivers, he eats down the steam supplied to ihe booster and it does not develop the :inii

power \mich it is eapahle of devolopin l i ith. the, th'roltlo Wide open, as is now praciical ioy reason of my invention, tho booster is always ensured of full 'sieani supply and therefore will develop its min-512mm"; power. It is in connection "with his l'hat ll prefer co (leeroase the factor of adhesion loy step ping" up the boiler pressure. For obvious reasons the space-available for the applicw iion' of a booster either to a, tender truck or a trailer truck is very small and house {ho size oi ihe booster cylinders is iiecessarily small. By stepping; up the boiler pregsureil.increase the power which the small cylinders (can develop. and. h operai lag the main engines in starting: at alimited maximum euhoil, the booster, as ahore poiniml out, is always ensured of l'ieiiig' supplied with 'lnllslemn.

The lioosier also makes use of the .rcess boiler capaeity available at siarliing and slow speeds.

l'lins all parts cooperate toward the defined resulis, whiehintilnde he starting of a much heavier iriiin and the carryin oi": zurh a ira in over the division at spee .boiler adapted to irom the boiler. A locomotive having a facior of ad" Arniiiher advau age rmoni is i'haiit is in'aciiraily xinposlo drain the boiler oi siezun. 'lhus for in sil a. train over a long; hear grade ai slow s1) is, lho n aiu Cl'll'lm will he oil-tiny; expansivoly and such am ne and tho llfiOSlLl' engine together cannoi draw sioain in excess oi the lioiloi' capacily.

I claim; i

'1. A ioigoino livo haviiw eyliuilors larger ihe than normal for the adhdsive n'eighl'. or loemnoliie, 'lliCdllS whereby the propelling: the lOCOl'ilUllYC at sh low speeds permitted lie enier iiulors only in such qnaniiil normal trac'tivo eliort d an anti tor for driving normally idle weight snplie cylportingwheels dining this period.

ln ooniljiinaiiom a. ioeomoiive hav 1;:

odor of adhesion substantially less than normal nominallyv idle Weiglnb s11; r sing wheels an auxiliary moi/or for driving ii 10 idle wheels for starting and at low speeds moans for preventing m re. than normal ample even though. (he locomoi ire lrawas I0 develop incident to my ar-v.

ti-m-tive elfort being developed by the locomotive at starting, andatlowspeeds, lint which permits at higher speeds the use: oilsi'oam more expansively than with a locomotive having a normal factor of adhesien. l'n co'i'nhination, a locomotive having" factor of adhesion such that the loconieii've, for lhe particular el -s, is potentially ma terially slippery, said locomotive having a cut-oil lill'lliled to reduce the tractive effort in startin in an amount such that i/ll loco motive in slariing pin eiiioally nominal lo slippage, normally idle heels having; relatively high factor of adhesion, and auxiliary engine lei" dri fi such idle wh. in starting and atlow s1 4. In combination .locoj'ik vole-j L0 suliieionily high i0 deveio a whirh "will slip the drivi-zrs; for limiting; the cut-oi. lo 1 efibr, in elm is pro relation between irar i 'o driving s2 id Wheels supplied wiih'sream n an hesion substantially less ihan normal for l loo Ilklll the particular class of locomotive, means whereby the tractive effort in starting is automatically held within a figure providing a practicable relation between tractive effort and adhesive weight, normally idle wheels having a high factor of adhesion, and an auxiliary motor for driving said idle wheels in starting.

7. A locomotive having a factor of adhesion substantially less than normal for the particular class of locomotive, means whereby the tractive effort in starting may he held within. a figure providing a practicable relation between tractive effort and adhesive weight, normally idle wheels having a high factor of adhesion, and an auxiliary motor for driving said idle wheels in starting.

8. A locomotive having a factor of adhesion suhstantially less than normal for the particular class of locomotive, normally idle wheels having an high factor of adhesion, an auxiliary motor for driving sai'd idle wheels in starting'gtand means not affecting said motor for reducing the traclive effort of the locomotive in starting in an amount to produce a practicable relation between tractive effort and adhesive weight.

In testimony whereof, I have hereunto signed my name.

HARRY S. VINCENT. 

